US5114383A - Apparatus for controlling continuous variable transmission - Google Patents
Apparatus for controlling continuous variable transmission Download PDFInfo
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- US5114383A US5114383A US07/714,218 US71421891A US5114383A US 5114383 A US5114383 A US 5114383A US 71421891 A US71421891 A US 71421891A US 5114383 A US5114383 A US 5114383A
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 32
- 238000001514 detection method Methods 0.000 claims abstract description 35
- 230000008859 change Effects 0.000 claims abstract description 23
- 230000007423 decrease Effects 0.000 claims abstract description 6
- 230000003247 decreasing effect Effects 0.000 claims abstract description 4
- 238000000034 method Methods 0.000 claims description 17
- 230000004044 response Effects 0.000 claims description 16
- 238000004148 unit process Methods 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 8
- 230000008569 process Effects 0.000 description 6
- 230000000694 effects Effects 0.000 description 5
- 230000001133 acceleration Effects 0.000 description 4
- 238000002485 combustion reaction Methods 0.000 description 4
- 238000001914 filtration Methods 0.000 description 3
- 230000006870 function Effects 0.000 description 3
- 230000002093 peripheral effect Effects 0.000 description 3
- 230000000881 depressing effect Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000010276 construction Methods 0.000 description 1
- 230000008707 rearrangement Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K20/00—Arrangement or mounting of change-speed gearing control devices in vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/101—Infinitely variable gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
- F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
Definitions
- the present invention relates to an apparatus for controlling a continuous variable transmission and, more particularly, to a continuous variable transmission control apparatus in which operating characteristics according to a vehicle velocity detection signal are obtained, and a response speed is changed when a target engine rotational speed is set, thereby enabling operating characteristics which are desired by the driver to be obtained.
- a transmission is arranged between the internal combustion engine and driving wheels. According to the transmission, the driving force of the driving wheels and the running velocity are changed in accordance with the running conditions of the vehicle which change in a wide range, thereby making the performance of the internal combustion engine sufficiently effective.
- a pulley has a fixed pulley member fixed to a rotary shaft and a movable pulley member attached to the rotary shaft so as to be movable toward and away from the fixed pulley member, and the width of a groove formed between the pulley members is increased and decreased to thereby respectively decrease and increase the rotational radius of a belt which is reeved to the pulley, whereby motive power is transferred, and the belt ratio is changed.
- Such a continuous variable transmission has been disclosed in, for instance, JP-A-57-186656, JP-A-59-43249, JP-A-59-77159, and JP-A-61-233256.
- the applicant of the present invention has already developed a method of controlling a continuous variable transmission, in which a throttle opening degree detection signal, a vehicle velocity detection signal, and a rotational speed limiting command at a shift position are input to a control unit, an optimum target engine rotational speed is determined, and a speed change control is performed (JP-A-64-44346).
- It is therefore an object of the present invention to provide a continuous variable transmission control apparatus including a control unit for receiving a throttle opening degree detection signal and a vehicle velocity detection signal, for determining an optimum target engine rotational speed from a first target engine rotational speed based on the throttle opening degree detection signal and from a second target engine rotational speed based on the vehicle velocity detection signal, for setting upper and lower limit values for the optimum target engine rotational speed in accordance with predetermined conditions, for obtaining a final target engine rotational speed, and for executing a speed change control so as to assure that desired operating characteristics are adapted to the vehicle state.
- the desired operating characteristics can be assured by the predetermined conditions and the operating performance, and characteristics such as economical performance, accelerating performance, engine braking effect, or the like can be freely selected.
- an apparatus for controlling a continuous variable transmission including a fixed pulley member and a movable pulley member attached to the fixed pulley member so as to be movable toward and away from the fixed pulley member
- the width of a groove between both of the pulley members is decreased and increased to thereby respectively increase and decrease the rotational radius of a belt which is reeved between both of the pulley members, and speed change control is executed so as to change the belt ratio.
- a control unit for receiving throttle opening degree and vehicle velocity detection signals, for determining an optimum target engine rotational speed from a first target engine rotational speed based on the throttle opening degree detection signal and from a second target engine rotational speed based on the vehicle velocity detection signal, for setting upper and lower limit values of the optimum target engine rotational speed in accordance with predetermined conditions, for obtaining a final target engine rotational speed, and for executing speed change control so as to assure desired operating characteristics adapted to the vehicle running state.
- the throttle opening degree and vehicle velocity detection signals are input to the control unit to thereby decide the optimum target engine rotational speed.
- the upper and lower limit values of the optimum target engine rotational speed are set in accordance with predetermined conditions, and the final target engine rotational speed is obtained.
- FIG. 1A-1B are flowcharts for showing how a first embodiment of the invention controls engine rotation or a belt drive type continuous variable transmission;
- FIG. 2 is a diagram for explaining how the first embodiment achieves engine rotation control of the belt drive type continuous variable transmission
- FIG. 3 is a diagram showing the relation between a first engine rotational speed and the throttle opening degree in the first embodiment
- FIG. 4 is a diagram showing the relation between a second engine rotational speed and the vehicle velocity in the first embodiment
- FIG. 5 is a block diagram of the belt drive type continuous variable transmission of the present invention.
- FIG. 6 is a flowchart for showing how a second embodiment of the invention controls engine rotation of a belt drive type continuous variable transmission
- FIG. 7 is a diagram for explaining how the second embodiment achieves engine rotation control of the belt drive type continuous variable transmission
- FIG. 8 is a diagram showing the relation between a first engine rotational speed and the throttle opening degree in the second embodiment
- FIG. 9 is a diagram showing the relation between a second engine speed and the vehicle velocity in the second embodiment.
- FIG. 10 is a timing diagram which illustrates a low pass filtering operation of the present invention.
- FIGS. 1 to 5 show the first embodiment of the invention.
- reference numeral 2 denotes a belt drive type continuous variable transmission
- 2A indicates a belt
- 4 a driving side pulley having a driving side fixed pulley member 6 and a driving side movable pulley member 8
- 10 a driven side pulley having a driven side fixed pulley member 12 and a driven side movable pulley member 14.
- the driving side fixed pulley member 6 is fixed to a rotary shaft 16; and the driving side movable pulley member 8 is attached to the rotary shaft 16 so as to be movable in the axial direction of the rotary shaft 16 and rotatable relative thereto.
- the driven side pulley 10 also has the driven side fixed pulley member 12 and the driven side movable pulley member 14 arranged in a manner similar to the driving side pulley 4.
- First and second housings 18 and 20 are attached to the driving side movable pulley member 8 and the driven side movable pulley member 14, respectively, so that first and second hydraulic chambers 22 and 24 are formed, respectively.
- a pressing means 26 made of a spring or the like for pressing the second housing 20 in a direction so as to enlarge the second hydraulic chamber 24 is arranged in the second hydraulic chamber 24.
- An oil pump 28 is provided for the rotary shaft 16.
- the oil pump 28 is communicated with the first and second hydraulic chambers 22 and 24 by first and second oil passages 30 and 32, respectively.
- a primary pressure control valve 34 serving as a speed change control valve to control a primary pressure as an input shaft sheave pressure is arranged in the first oil passage 30.
- a constant pressure control valve 38 to control a line pressure (generally, 5 to 25 kg/cm 2 ) to a predetermined pressure (3 to 4 kg/cm 2 ) communicates with the first oil passage 30 between the oil pump 28 and the primary pressure control valve 34 by a third oil passage 36.
- a first three-way electromagnetic valve 42 to control the primary pressure communicates with the primary pressure control valve 34 by a fourth oil passage 40.
- a line pressure control valve 44 having a relief valve function for controlling a line pressure as a pump pressure communicates with the second oil passage 32 by a fifth oil passage 46.
- a second three-way electromagnetic valve 50 to control the line pressure communicates with the line pressure control valve 44 by a sixth oil passage 48.
- a clutch pressure control valve 52 to control a clutch pressure communicates by a seventh oil passage 54 with the second oil passage 32 between the second hydraulic chamber 24 and the line pressure control valve 44.
- a third direction electromagnetic valve 58 to control the clutch pressure communicates with the clutch pressure control valve 52 by an eighth oil passage 56.
- the primary pressure control valve 34, first electromagnetic valve 42, constant pressure control valve 38, second electromagnetic valve 50, line pressure control valve 44, clutch pressure control valve 52, and third electromagnetic valve 58 communicate through a ninth oil passage 60.
- the clutch pressure control valve 52 communicates with a hydraulic vehicle start clutch 62 by a tenth oil passage 64.
- a pressure sensor 68 communicates with the tenth oil passage 64 by an eleventh oil passage 66.
- the pressure sensor 68 can directly detect oil pressure when the clutch pressure is in the holding mode, starting mode, or the like, and is controlled so as to contribute to the setting of the detected clutch oil pressure to a target clutch pressure.
- the pressure sensor 68 also contributes to line pressure control.
- An input shaft rotation detecting gear 70 is arranged on the outside of the first housing 18.
- a first rotation detector 72 on the input shaft side is arranged near the outer peripheral portion of the input shaft rotation detecting gear 70.
- an output shaft rotation detecting gear 74 is arranged on the outside of the second housing 20.
- a second rotation detector 76 on the output shaft side is arranged near the outer peripheral portion of the output shaft rotation detecting gear 74.
- the detection signals of the first and second rotation detectors 72 and 76 are output to a control unit 82, which will be explained hereinlater, thereby obtaining the engine rotational speed and the belt ratio.
- An output transferring gear 78 is attached to the hydraulic vehicle start clutch 62.
- a third rotation detector 80 to detect the rotation of a final output shaft is arranged near the outer peripheral portion of the gear 78. That is, the third rotation detector 80 detects the rotation of the final output shaft which is directly coupled to a reduction gear, a differential device, a driving shaft, and tires, and can therefore detect the vehicle velocity.
- the input and output rotational speeds of the hydraulic vehicle start clutch 62 can be detected by the second and third rotation detectors 76 and 80, and those detectors contribute to the detection of a clutch slip amount.
- control unit 82 for receiving various conditions such as throttle opening degree of the carburetor (not shown) of the vehicle, engine rotational speed, vehicle velocity, and the like from the first to third rotation detectors 72, 76, and 80 and for changing a duty ratio, thereby executing a speed change control.
- the control unit 82 controls the opening and closing operations of the first three-way electromagnetic valve 42 to control the primary pressure, second three-way electromagnetic valve 50 to control the line pressure, and third three-way electromagnetic valve 58 to control the clutch pressure, and the control unit also controls the pressure sensor 68.
- the control unit 82 may be implemented using a conventional microprocessor circuit, as will be evident from the following description. Various signals which are input to the control unit 82 and the functions of the input signals will now be described in detail.
- the line pressure, belt ratio, and clutch pressure which are required for each range of the transmission are controlled by the range signals P, R, N, D, L 1 , L 2 , and the like.
- control unit determines engine torque from a memory in which data has previously been input, and the target belt ratio or a target engine rotational speed is determined.
- the carburetor throttle opening degree sensor is corrected and the accuracy in control is improved.
- the will of the driver is detected by the amount of depressing of the acceleration pedal, and the appropriate control upon running or starting of the vehicle is decided.
- the presence or absence of the depressing operation of the braking pedal is detected and the appropriate control for the disconnection of the clutch or the like is determined.
- This signal is used as an option to set the performance of the vehicle into a sporty (high performance) mode or an economical mode.
- the control unit 82 has a construction such that the throttle opening degree detection signal and the vehicle velocity detection signal are input, and an optimum target engine rotational speed is determined from a first target engine rotational speed based on the throttle opening degree detection signal and from a second target engine rotational speed based on the vehicle velocity detection signal. Upper and lower limit values of the optimum target engine rotational speed are set in accordance with predetermined conditions, a final target engine rotational speed is obtained, and speed change control is performed to assure that vehicle operating characteristics are adapted to the running state.
- An optional switch 84 (FIGS. 2 and 5) is arranged near, for instance, the driver's seat.
- the upper and lower limit values of the optimum target engine rotational speed are set by the detection signal of the shift lever position and an ON/OFF signal which the control unit 82 receives from the optional switch 84.
- Reference numeral 86 denotes a piston of the hydraulic vehicle start clutch 62; 88 indicates a ring-shaped spring; 90 a first pressure plate; 92 a friction plate; 94 a second pressure plate; 96 an oil pan; and 98 an oil filter.
- the belt drive type continuous variable transmission 2 is constructed in a manner such that the oil pump 28 on the rotary shaft 16 operates in response to the driving of the rotary shaft 16 and the oil is drawn from the oil pan 96 in the bottom portion of the transmission up through the oil filter 98.
- the line pressure as a pump pressure is controlled by the line pressure control valve 44. If a large quantity of oil is permitted to escape through the line pressure control valve 44 back to a reservoir (not shown), then the line pressure decreases. As the amount of escaping oil decreases, the line pressure increases.
- the continuous variable transmission 2 is hydraulically controlled. A proper line pressure to hold the belt and to transfer the torque, a primary pressure to change the belt ratio, and a clutch pressure to positively engage the clutch are respectively assured for the continuous variable transmission 2 in accordance with commands from the control unit 82.
- the engine rotation control of the belt drive type continuous variable transmission 2 is started at 100 by the actuation of the internal combustion engine (not shown).
- a check is made at 102 to see if the shift position has been set to D or not.
- the processing routine advances to a discrimination step 104 to see if the optional switch 84 has been turned on or not. If NO in step 102, the processing routine advances to a discrimination step 106 to see if the shift position has been set to L 2 or not.
- the first and second target engine rotational speeds are calculated at 108.
- the first target speed is calculated from a first table 200D (FIG. 2) as a D range map and the throttle opening degree.
- the second target speed is calculated from a second table 202D as a D range map and the vehicle velocity.
- a filter coefficient is set at 110.
- the discrimination 104 is YES, the first and second target engine rotational speeds are calculated at 112.
- the first target speed is calculated from tables 200L 2 and 200D, a predetermined proportional distribution ratio by the optional switch 84 which acts on the first table 200D, and the throttle opening degree.
- the second target speed is calculated from the second tables 202D and 202L 2 , a predetermined proportional distribution ratio by the optional switch 84 which acts on the two maps, and the vehicle velocity.
- a filter coefficient is set at 114.
- respective maps of D and L 2 are used in the case of the D range and respective maps of L 2 and L 1 are used in the case of the L 2 range and they are set on the basis of each predetermined distribution ratio.
- the processing routine advances to a discrimination step 116 to see if the optional switch 84 has been turned on. If NO in step 106, the processing routine advances to a discrimination step 118 to see if the shift position has been set to L 1 .
- the first and second target engine rotational speeds are calculated at 120.
- the first target speed is calculated from a first table 200L 2 as an L 2 range map and the throttle opening degree.
- the second target speed is calculated from a second table 202L 2 as an L 2 range map and the vehicle velocity.
- a filter coefficient is set at 122.
- the discrimination 116 is YES, the first and second target engine rotational speeds are calculated at 124.
- the first target speed is calculated from the first tables 200L 2 and 200L 1 , a predetermined proportional distribution ratio by the optional switch 84 which acts on the first tables 200L 2 and 200L 1 , and the throttle opening degree.
- the second target speed is calculated from the vehicle velocity, the second tables 202L 2 and 202L 1 , and a predetermined proportional distribution ratio by the optional switch which acts on the two tables.
- a filter coefficient is set at 126.
- the discrimination 106 to see if the shift position has been set to L 2 is NO, a check is made at 118 to see if the shift position has been set to L 1 . If the discrimination 118 is YES, the first and second target engine rotational speeds are calculated at 128.
- the first target speed is calculated from a first table 200L 1 as an L 1 range map, and the throttle opening degree.
- the second target speed is calculated from a second table 202L 1 as an L 1 range map and the vehicle velocity.
- a filter coefficient is set at 130.
- the optimum target engine rotational speed is set at 132 on the basis of the first and second engine rotational speeds and the vehicle velocity.
- a filtering process 134 is executed to provide a primary delay which changes in accordance with each setting state, and the final target engine rotational speed is thereby obtained.
- a ratio control loop operating process 136 is executed.
- a signal to drive a ratio control solenoid is output at 138.
- the engine rotation of the belt drive type continuous variable transmission 2 is thereby controlled as desired, and the control process ends at 140.
- a first target engine rotational speed is obtained from the first tables 200D, 200L 2 , and 200L 1 according to the selected shift position (D, L 2 , or L 1 ) and the detection signal representing the throttle opening degree ( ⁇ ) of the carburetor (see FIG. 3).
- a second target engine rotational speed is obtained from second tables 202D, 202L 2 , and 202L 1 according to the shift position (D, L 2 , or L 1 ) and the vehicle velocity detection signal from the third rotation detector 80 (see FIG. 4).
- a proper engine rotational speed is selected from either one or both of the first and second target engine rotational speeds and is set to the optimum target engine rotational speed at 204.
- the optimum target engine rotational speed is determined in the following manner.
- the second target engine rotational speed is selected as a lower limit value.
- the MAX value illustrated in FIG. 4, which MAX value depends on vehicle velocity, is used as an upper limit value.
- the first target engine rotational speed lies between the upper and lower limit values, then the first target engine rotational speed is selected as the optimum target engine rotational speed.
- the upper limit value is selected as the optimum target engine rotational speed.
- the lower limit value i.e. the second target engine rotational speed
- a primary delay constant (i.e. low pass filter constant) corresponding to the shift position and the position of the optional switch 84 is then applied to the optimum target engine rotational speed at 206, thereby determining the final target engine rotational speed.
- the primary delay constant defines the time which is required for the final target engine rotational speed to reach the optimum target engine rotational speed.
- the primary delay constant is set so that this arrival time is longest when in the D shift position.
- FIG. 10 illustrates the operation of the primary delay (or low pass filter) block 206, the optimum target engine rotational speed (which is the filter input) being designated “a”, and possible outputs of the filter 206 (final target engine rotational speeds) being designated “b" and “c".
- FIG. 10 also illustrates the effect of the optional switch 84 on the filter operation. For example, if the shift position is D and the optional switch 84 is OFF, then the filter output is c. If the shift position is D and the optional switch 84 is ON, then the filter output is b. Thus, in this example, the optional switch 84 has the effect of reducing the delay associated with the filter.
- the optional switch 84 causes the system operation in the selected shift position to be based at least in part on the operation associated with the next lower shift position.
- the delay is reduced to reflect the fact that the delay for L 2 (the next lower shift position) is less than the delay for D (the D delay being longest).
- the first and second target engine rotational speeds are set on the basis of a predetermined proportional distribution ratio which acts on the first tables 200D and 200L 2 and the second tables 202D and 202L 2 when the control unit 82 receives an ON signal from the optional switch 84. That is, when the optional switch 84 is ON, the engine rotational speed is based in part on the table associated with the low gear side of the present shift position (e.g. one shift position lower).
- FIG. 3 graphically illustrates the first target engine rotational speed values of the D, L2 and L1 tables versus throttle opening degree.
- the proportional distribution ratio applied by the control unit 82 causes the first target engine rotational speed to be set between the D and L2 table values, as illustrated by the lower broken line in FIG. 3.
- the broken line value is approximately half-way between the D and L2 values, roughly corresponding to a 50% proportional distribution ratio.
- the second target engine rotational speed is also determined in this manner when the optional switch 84 is ON (see broken lines in FIG. 4).
- the operating performance and the economical performance can be freely selected in accordance with the shift position (D, L 2 , or L 1 ) and the ON/OFF operation signal of the optional switch 84. Accelerating performance and engine braking effect can be efficiently effected The desired operating characteristics (speed change characteristics) can be produced. It is practically advantageous.
- control response speed can be changed by the vehicle velocity detection signal in accordance with the shift position
- various characteristics such as sporty performance, silent performance, economical performance, etc. can be provided in accordance with the shift position. It is possible to meet the driver's desired operating characteristics. The use efficiency can be improved.
- FIGS. 6 to 9 show a second embodiment of the invention.
- the portions having the same functions as those in the foregoing first embodiment are designated by the same reference numerals.
- a predetermined condition to obtain the final target engine rotational speed is represented by an arbitrary set signal from a variable resistor 302 (FIG. 7).
- the first target engine rotational speed is obtained from a first table 304 on the basis of the detection signal of the throttle opening degree ( ⁇ ) of the carburetor (not shown) and the arbitrary set signal from the variable resistor 302 (see FIG. 8).
- the second target engine rotational speed is obtained from a second table 306 on the basis of the vehicle velocity detection signal from the third rotation detector 80 and the arbitrary set signal from the variable resistor 302 (see FIG. 9).
- the first target engine rotational speed is determined from table 304.
- the second target engine rotational speed is determined based on the A/D output and the vehicle velocity.
- the proper engine rotational speed is selected from either one of or both of the first and second target engine rotational speeds and is set to the optimum target engine rotational speed at 310.
- the primary delay constant which can be selectively varied based on the arbitrary set signal from the variable resistor 302, is applied to the optimum target engine rotational speed at 312, thereby deciding the final target engine rotational speed.
- the program for the engine rotation control of the belt drive type continuous variable transmission 2 is started at 400 by the actuation of the internal combustion engine. A check is made at 402 to see if the shift position has been set to D.
- the discrimination 402 is YES, the set signal from the variable resistor 302 is digitized at 404. If NO in step 402, the program ends at 420.
- the first engine rotational speed is calculated at 406 from the throttle opening degree and the set signal.
- the second engine rotational speed is calculated at 408 from the vehicle velocity and the set signal.
- a delay filtering process 414 is executed and the final target engine rotational speed is thereby obtained.
- a ratio control loop operating process 416 is performed based on the final target engine rotational speed.
- a ratio control solenoid driving signal is output at 418.
- the engine rotation of the belt drive type continuous variable transmission 2 is controlled and the program ends at 420.
- driving performance and economical performance can be freely selected in accordance with the arbitrary set signal of the variable resistor 302 in a manner similar to the first embodiment. Acceleration and engine braking can be efficiently effected. The desired operating characteristics (speed change characteristics) can be produced, which is practically advantageous.
- control response speed can be changed in accordance with the shift position by the vehicle velocity detection signal and the arbitrary set signal of the variable resistor 302. Therefore, a wide selection of various characteristics such as sporty performance, silent performance, economical performance, etc. can be provided in accordance with the shift position. It is thus possible to meet the operating characteristics desired by the driver, and efficiency can be improved.
- the detection signal of the shift lever position and the ON/OFF signal from the optional switch are used as predetermined conditions for effecting speed control.
- the arbitrary set signal from the variable resistor is used as a predetermined condition.
- the multi-stage of the shift, an optional switch having multiple contacts, or an A/D processing section for converting multiple voltages by using a rudder resistor (voltage divider) may be used to provide predetermined conditions for speed control.
- the upper and lower limit values of the optimum target engine rotational speeds would then be set by the control unit in accordance with those predetermined conditions.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Control Of Transmission Device (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1-256338 | 1989-09-30 | ||
JP1256338A JPH0718483B2 (ja) | 1989-09-30 | 1989-09-30 | 連続可変変速機制御装置 |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US07588595 Continuation | 1990-09-26 |
Publications (1)
Publication Number | Publication Date |
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US5114383A true US5114383A (en) | 1992-05-19 |
Family
ID=17291285
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US07/714,218 Expired - Lifetime US5114383A (en) | 1989-09-30 | 1991-06-12 | Apparatus for controlling continuous variable transmission |
Country Status (5)
Country | Link |
---|---|
US (1) | US5114383A (ko) |
EP (1) | EP0421241B1 (ko) |
JP (1) | JPH0718483B2 (ko) |
KR (1) | KR950004315B1 (ko) |
DE (1) | DE69014534T2 (ko) |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5214983A (en) * | 1988-07-29 | 1993-06-01 | Honda Giken Kogyo Kabushiki Kaisha | Controlling device for non-stage transmission for vehicle with fault detection |
US5310384A (en) * | 1993-03-29 | 1994-05-10 | Borg-Warner Automotive, Inc. | Continuously variable transmission belt ratio measurement system |
US5707314A (en) * | 1995-04-10 | 1998-01-13 | Unisia Jecs Corporation | Method and apparatus for controlling a continuously variable transmission |
DE19732369A1 (de) * | 1997-07-28 | 1999-02-04 | Volkswagen Ag | Verfahren zur Ansteuerung eines Automatikgetriebes und eine Schaltvorrichtung zur Auswahl der Fahrstrategien |
US6480775B2 (en) * | 2000-11-06 | 2002-11-12 | Hyundai Motor Company | Method for controlling continuously variable transmission |
US20070142167A1 (en) * | 2005-12-16 | 2007-06-21 | Kanafani Fadi S | Method for controlling rate of change of ratio in a continuously variable transmission |
CN103826950A (zh) * | 2011-09-27 | 2014-05-28 | 丰田自动车株式会社 | 车辆的驱动力控制装置 |
US9494091B2 (en) | 2011-09-20 | 2016-11-15 | Toyota Jidosha Kabushiki Kaisha | Driving force control system for vehicle |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2752012B2 (ja) * | 1991-06-14 | 1998-05-18 | 本田技研工業株式会社 | 車両用無段変速機の変速制御方法 |
DE4120546C2 (de) * | 1991-06-21 | 1995-04-13 | Porsche Ag | Einrichtung zur Steuerung eines stufenlosen Kraftfahrzeuggetriebes |
JP3077007B2 (ja) * | 1992-09-02 | 2000-08-14 | 三菱自動車工業株式会社 | 無段変速機の変速制御装置 |
DE4229585A1 (de) * | 1992-09-04 | 1994-03-10 | Zahnradfabrik Friedrichshafen | Vorrichtung zur Regelung des Übersetzungsverhältnisses eines stufenlosen Getriebes |
DE19546651A1 (de) * | 1995-12-14 | 1997-06-19 | Fev Motorentech Gmbh & Co Kg | Verfahren zum Betreiben eines Fahrzeugs mit stufenlos verstellbarem Getriebe |
DE19602033C2 (de) * | 1996-01-20 | 2000-06-21 | Telefunken Microelectron | Verfahren zur Regelung stufenlos verstellbarer Getriebe von Kraftfahrzeugen |
DE19802075A1 (de) * | 1998-01-21 | 1999-07-22 | Volkswagen Ag | Verfahren zur Übersetzungsregelung eines stufenlosen Automatikgetriebes (CVT-Getriebe) eines Kraftfahrzeugs |
DE60103188T2 (de) | 2000-02-08 | 2005-05-19 | Fuji Jukogyo K.K. | Ölfiltervorrichtung für ein stufenloses Getriebe |
JP4059283B2 (ja) | 2006-08-25 | 2008-03-12 | トヨタ自動車株式会社 | 車両の制御装置、ハイブリッド車両、車両の制御方法、車両の制御方法をコンピュータに実行させるためのプログラムおよびそのプログラムを記録したコンピュータ読み取り可能な記録媒体 |
US9429235B2 (en) | 2011-10-14 | 2016-08-30 | Polaris Industries Inc. | Primary clutch electronic CVT |
US8534413B2 (en) * | 2011-10-14 | 2013-09-17 | Polaris Industries Inc. | Primary clutch electronic CVT |
US10648554B2 (en) | 2014-09-02 | 2020-05-12 | Polaris Industries Inc. | Continuously variable transmission |
CN111836980A (zh) | 2018-03-19 | 2020-10-27 | 北极星工业有限公司 | 无级变速器 |
Citations (10)
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JPS57186656A (en) * | 1981-04-24 | 1982-11-17 | Borg Warner | Controller for continuous variable transmission |
JPS5943249A (ja) * | 1982-07-27 | 1984-03-10 | ボ−グ・ワ−ナ−・コ−ポレ−シヨン | 連続的に可変の伝動装置 |
JPS5977159A (ja) * | 1982-09-22 | 1984-05-02 | ボ−グ・ワ−ナ−・コ−ポレ−シヨン | 連続可変変速機用の制御装置 |
JPS61233256A (ja) * | 1985-03-29 | 1986-10-17 | ボーグ・ワーナー・オートモーテイブ | 連続可変変速機用制御装置 |
US4653006A (en) * | 1983-09-01 | 1987-03-24 | Toyota Jidosha Kabushiki Kaisha | Method and apparatus for controlling continuously variable transmission for vehicle |
US4658360A (en) * | 1983-09-01 | 1987-04-14 | Toyota Jidosha Kabushiki Kaisha | Method and apparatus for controlling continuously variable transmission for vehicle |
US4764155A (en) * | 1984-12-06 | 1988-08-16 | Nissan Motor Co., Ltd. | Method of controlling continuously variable transmission |
JPS6444346A (en) * | 1987-08-10 | 1989-02-16 | Suzuki Motor Co | Method of controlling continuously variable transmission |
US4853858A (en) * | 1986-02-13 | 1989-08-01 | Nissan Motor Co., Ltd. | Control for continuously variable transmission |
US5025686A (en) * | 1987-08-28 | 1991-06-25 | Hitachi, Ltd. | Automatic transmission apparatus for vehicle |
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US4566354A (en) * | 1982-04-19 | 1986-01-28 | Nissan Motor Co., Ltd. | Method and apparatus for controlling reduction ratio of continuously variable transmission with engine coolant temperature compensation |
JPS6078150A (ja) * | 1983-10-05 | 1985-05-02 | Toyota Motor Corp | 車両用無段変速機の制御装置 |
-
1989
- 1989-09-30 JP JP1256338A patent/JPH0718483B2/ja not_active Expired - Fee Related
-
1990
- 1990-09-17 KR KR1019900014670A patent/KR950004315B1/ko not_active IP Right Cessation
- 1990-09-25 DE DE69014534T patent/DE69014534T2/de not_active Expired - Fee Related
- 1990-09-25 EP EP90118397A patent/EP0421241B1/en not_active Expired - Lifetime
-
1991
- 1991-06-12 US US07/714,218 patent/US5114383A/en not_active Expired - Lifetime
Patent Citations (11)
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JPS57186656A (en) * | 1981-04-24 | 1982-11-17 | Borg Warner | Controller for continuous variable transmission |
JPS5943249A (ja) * | 1982-07-27 | 1984-03-10 | ボ−グ・ワ−ナ−・コ−ポレ−シヨン | 連続的に可変の伝動装置 |
JPS5977159A (ja) * | 1982-09-22 | 1984-05-02 | ボ−グ・ワ−ナ−・コ−ポレ−シヨン | 連続可変変速機用の制御装置 |
US4653006A (en) * | 1983-09-01 | 1987-03-24 | Toyota Jidosha Kabushiki Kaisha | Method and apparatus for controlling continuously variable transmission for vehicle |
US4658360A (en) * | 1983-09-01 | 1987-04-14 | Toyota Jidosha Kabushiki Kaisha | Method and apparatus for controlling continuously variable transmission for vehicle |
US4764155A (en) * | 1984-12-06 | 1988-08-16 | Nissan Motor Co., Ltd. | Method of controlling continuously variable transmission |
JPS61233256A (ja) * | 1985-03-29 | 1986-10-17 | ボーグ・ワーナー・オートモーテイブ | 連続可変変速機用制御装置 |
US4853858A (en) * | 1986-02-13 | 1989-08-01 | Nissan Motor Co., Ltd. | Control for continuously variable transmission |
JPS6444346A (en) * | 1987-08-10 | 1989-02-16 | Suzuki Motor Co | Method of controlling continuously variable transmission |
US4926716A (en) * | 1987-08-10 | 1990-05-22 | Suzuki Jidosha Kogyo Kabushiki Kaisha | Method of controlling continuously variable transmission system |
US5025686A (en) * | 1987-08-28 | 1991-06-25 | Hitachi, Ltd. | Automatic transmission apparatus for vehicle |
Cited By (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5214983A (en) * | 1988-07-29 | 1993-06-01 | Honda Giken Kogyo Kabushiki Kaisha | Controlling device for non-stage transmission for vehicle with fault detection |
US5310384A (en) * | 1993-03-29 | 1994-05-10 | Borg-Warner Automotive, Inc. | Continuously variable transmission belt ratio measurement system |
US5707314A (en) * | 1995-04-10 | 1998-01-13 | Unisia Jecs Corporation | Method and apparatus for controlling a continuously variable transmission |
DE19732369A1 (de) * | 1997-07-28 | 1999-02-04 | Volkswagen Ag | Verfahren zur Ansteuerung eines Automatikgetriebes und eine Schaltvorrichtung zur Auswahl der Fahrstrategien |
DE19732369B4 (de) * | 1997-07-28 | 2007-02-15 | Volkswagen Ag | Verfahren zur Ansteuerung eines Automatikgetriebes und eine Schaltvorrichtung zur Auswahl der Fahrstrategien |
US6480775B2 (en) * | 2000-11-06 | 2002-11-12 | Hyundai Motor Company | Method for controlling continuously variable transmission |
US20070142167A1 (en) * | 2005-12-16 | 2007-06-21 | Kanafani Fadi S | Method for controlling rate of change of ratio in a continuously variable transmission |
US7303505B2 (en) * | 2005-12-16 | 2007-12-04 | Chrysler Llc | Method for controlling rate of change of ratio in a continuously variable transmission |
US9494091B2 (en) | 2011-09-20 | 2016-11-15 | Toyota Jidosha Kabushiki Kaisha | Driving force control system for vehicle |
CN103826950A (zh) * | 2011-09-27 | 2014-05-28 | 丰田自动车株式会社 | 车辆的驱动力控制装置 |
US9630610B2 (en) | 2011-09-27 | 2017-04-25 | Toyota Jidosha Kabushiki Kaisha | Driving force control system for vehicle |
Also Published As
Publication number | Publication date |
---|---|
EP0421241A3 (en) | 1991-11-06 |
EP0421241B1 (en) | 1994-11-30 |
DE69014534T2 (de) | 1995-05-04 |
KR950004315B1 (ko) | 1995-04-28 |
JPH03121349A (ja) | 1991-05-23 |
JPH0718483B2 (ja) | 1995-03-06 |
KR910006065A (ko) | 1991-04-27 |
DE69014534D1 (de) | 1995-01-12 |
EP0421241A2 (en) | 1991-04-10 |
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